TW201522139A - Method of decreasing lateral pressure in railroad vehicle - Google Patents
Method of decreasing lateral pressure in railroad vehicle Download PDFInfo
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- TW201522139A TW201522139A TW103129711A TW103129711A TW201522139A TW 201522139 A TW201522139 A TW 201522139A TW 103129711 A TW103129711 A TW 103129711A TW 103129711 A TW103129711 A TW 103129711A TW 201522139 A TW201522139 A TW 201522139A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
- B61F5/44—Adjustment controlled by movements of vehicle body
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Abstract
Description
本發明係關於一種為了提高安全性,而降低在行走中作用於鐵道車輛之車輪的橫向之荷重(橫壓)的方法。 The present invention relates to a method for reducing the lateral load (transverse pressure) acting on a wheel of a railway vehicle during walking in order to improve safety.
在曲線區間行走中,會在鐵道車輛之車輪上產生橫壓(參照第10圖(c))。因該橫壓越大就越增大車輛出軌的危險性,故而較期望盡可能地減小橫壓。 When walking in the curve section, a lateral pressure is generated on the wheel of the railway vehicle (refer to Fig. 10(c)). The greater the lateral pressure, the greater the risk of derailment of the vehicle, so it is desirable to reduce the lateral pressure as much as possible.
在該橫壓與曲線區間的軌道曲率之間係存在正相關,且曲線區間之曲線半徑越小就越穩定地產生較大的橫壓。以下,將該穩定地產生的橫壓(參照第10圖(a)),稱為穩定橫壓。 There is a positive correlation between the transverse pressure and the curvature of the track in the curve interval, and the smaller the radius of the curve of the curve interval, the more stable the lateral pressure is. Hereinafter, the lateral pressure (see Fig. 10(a)) which is stably generated is referred to as a stable lateral pressure.
另一方面,會因為軌道線形不整(軌道側面中的長度方向之凹凸)等的軌道不整而瞬間地產生較高的橫壓(參照第10圖(b))。以下,將因為軌道線形不整等的軌道不整而瞬間地產生的橫壓,稱為變動橫壓。 On the other hand, a high lateral pressure is instantaneously generated due to a track irregularity such as a track linear shape (concavity in the longitudinal direction of the track side surface) (refer to FIG. 10(b)). Hereinafter, the lateral pressure which is instantaneously generated due to the irregularity of the track shape irregularity is called the variable lateral pressure.
因而,為了提高曲線區間行走中的安全性,不僅需要降低穩定橫壓,還需要減小變動橫壓的變動幅 度。另外,變動橫壓不僅會在曲線區間產生,就連在直線區間也會產生。 Therefore, in order to improve the safety in the curve section walking, it is not only necessary to reduce the stable lateral pressure, but also to reduce the variation amplitude of the variable transverse pressure. degree. In addition, the varying lateral pressure will not only occur in the curve interval, but also in the straight line interval.
作為降低前述橫壓的方法,在專利文獻1、2中已有揭示以下的方法:在車體與轉向架間設置致動器,且在曲線區間行走時,按照曲線半徑使致動器動作的方法。 As a method of reducing the lateral pressure, Patent Literatures 1 and 2 disclose a method in which an actuator is provided between a vehicle body and a bogie, and the actuator is operated in accordance with a radius of a curve when traveling in a curved section. method.
專利文獻1所揭示的方法,係使如提供相應於曲線半徑之迴旋動作力的推力產生於致動器的方法。又,專利文獻2所揭示的方法,係使如減少直接測定之橫壓的推力產生於致動器的方法。 The method disclosed in Patent Document 1 is a method of generating a thrust force such as a swirling action force corresponding to a radius of a curve to an actuator. Further, the method disclosed in Patent Document 2 is a method of generating a thrust force which reduces the lateral pressure directly measured in the actuator.
然而,在專利文獻1、2所揭示的方法中,使用橫壓作為輸入值之目的,係在於進入曲線區間的偵測和對摩擦係數變化的補償,而並未考慮因為軌道線形不整等的軌道不整而產生的變動橫壓之抑制。 However, in the methods disclosed in Patent Documents 1 and 2, the purpose of using the transverse pressure as the input value is to detect the entry into the curve section and compensate for the change in the friction coefficient, and does not consider the orbit due to the irregular alignment of the track. The suppression of the variation of the horizontal pressure caused by the irregularity.
又,在專利文獻3中,已有揭示以下的方法:事先保持軌道不整等的軌道資料,又具備車輛之狀態資訊記憶裝置,藉此推定被配置於一車輛之八個車輪上所產生的橫壓以控制使產生於致動器的推力之方法。 Further, Patent Document 3 discloses a method of preliminarily holding orbital data of a track and a state information storage device of a vehicle, thereby estimating a horizontal position generated on eight wheels of a vehicle. The method of controlling the thrust generated by the actuator.
然而,在專利文獻3中,並未詳細談到根據軌道不整等的軌道資訊來推定橫壓之具體方法、或使產生於致動器的推力之決定方法。 However, in Patent Document 3, a specific method of estimating the lateral pressure based on the orbital information of the track irregularity or a method of determining the thrust generated in the actuator is not described in detail.
又,因專利文獻3所揭示的方法,為推定基於保存於車輛的軌道資訊、及車輛的行走位置資訊而產生的橫壓之前饋控制(feedforward control),故而有必要 事先記憶軌道資訊。然而,因為該車輛之制動時的空轉、打滑等,而在行走位置資訊(距離程)之測量上發生誤差的情況下,或是,在所保存的軌道資訊為不適當的情況下,就有變成錯誤控制的可能性。 Further, in the method disclosed in Patent Document 3, it is necessary to estimate the feedforward control based on the track information stored in the vehicle and the traveling position information of the vehicle. Track track information in advance. However, in the case where an error occurs in the measurement of the walking position information (distance path) due to idling, slipping, or the like during braking of the vehicle, or when the stored orbit information is inappropriate, Become the possibility of error control.
專利文獻1:日本特開2002-087262號公報 Patent Document 1: Japanese Patent Laid-Open Publication No. 2002-087262
專利文獻2:日本特開2004-161115號公報 Patent Document 2: Japanese Laid-Open Patent Publication No. 2004-161115
專利文獻3:日本特開2012-166733號公報 Patent Document 3: Japanese Laid-Open Patent Publication No. 2012-166733
本發明所欲解決之問題點,在專利文獻1、2所揭示的方法中,其問題點是在於:使用橫壓作為輸入值之目的為進入曲線的偵測和對摩擦係數變化的補償,而並未考慮因為軌道不整而產生的變動橫壓之抑制點。又,在專利文獻3中,其問題點是在於:並未詳細談到根據軌道不整等的軌道資訊來推定橫壓之具體方法、或使產生於致動器的推力之決定方法。 The problem to be solved by the present invention is that, in the methods disclosed in Patent Documents 1 and 2, the problem is that the use of the transverse pressure as the input value is the detection of the entry curve and the compensation of the change in the friction coefficient, and The suppression point of the varying transverse pressure due to the irregularity of the track is not considered. Further, in Patent Document 3, the problem is that the specific method of estimating the lateral pressure based on the orbital information of the track irregularity or the method of determining the thrust generated by the actuator is not described in detail.
本發明之目的係在於:不參照事先保存於記 錄裝置等的軌道資訊,而是以從使用設置於車輛之感測器所測定的狀態量推定出之值為基礎,也能較佳地抑制在行走中因為軌道不整而產生的變動橫壓。 The object of the present invention is to save the record in advance without reference. The track information of the recording device or the like is based on the value estimated from the state amount measured using the sensor provided in the vehicle, and it is also possible to preferably suppress the fluctuation of the lateral pressure caused by the track irregularity during traveling.
首先,針對從本發明之構想至解決課題為止的過程加以說明。 First, the process from the concept of the present invention to the solution of the problem will be described.
發明人,係考慮在鐵道車輛設置感測器,且按照與使用該感測器之輸出值所算出的軌道不整具有相關的狀態量來控制致動器之推力,藉此降低在行走時產生的橫壓。 The inventor considers that a sensor is provided in a railway vehicle, and the thrust of the actuator is controlled according to a state quantity associated with the track irregularity calculated using the output value of the sensor, thereby reducing the occurrence of the walking force. Horizontal pressure.
亦即,在本發明中,係將能夠藉由從外部輸入信號而進行推力之控制的致動器設置於鐵道車輛之車體與轉向架間。又,在車體、轉向架、輪軸之至少其中任一個,設置用以測定與軌道不整具有相關的狀態量之感測器。 That is, in the present invention, an actuator capable of controlling the thrust by inputting a signal from the outside is provided between the body of the railway vehicle and the bogie. Further, at least one of the vehicle body, the bogie, and the axle is provided with a sensor for measuring a state quantity associated with the track irregularity.
然後,根據使用前述感測器所測定的狀態量,換算成與軌道曲率相關較強的參數(u_st1,u_st2,…),且根據該參數來決定穩定橫壓抑制用的致動器推力。在將u_st1,u_st2,…設為穩定橫壓控制輸入用參數、將F1設為朝向致動器的穩定橫壓抑制用之輸出、將G1設為穩定橫壓之傳遞函數的情況下,就成為F1=G1(u_st1,u_st2,…)。該朝向致動器的穩定橫壓抑制用之輸出F1,當然不會在直線區間行走時產生。 Then, based on the state quantity measured by the above-described sensor, the parameters (u_st1, u_st2, ...) which are strongly correlated with the curvature of the track are converted, and the actuator thrust for suppressing the horizontal pressure suppression is determined based on the parameter. When u_st1, u_st2, ... is set as a parameter for stabilizing the lateral pressure control input, F1 is set as the output for suppressing the stable lateral pressure of the actuator, and G1 is set as the transfer function of the stable lateral pressure, F1=G1(u_st1, u_st2,...). The output F1 for stabilizing the lateral pressure suppression of the actuator is of course not generated when traveling in a straight section.
另一方面,根據使用前述感測器所測定的狀態量,換算成與軌道不整相關較強的參數(u_fluc1,u_fluc2,…),且根據該參數來決定變動抑壓用的致動器 推力。在將u_fl1,u_fl2,…設為變動橫壓控制輸入用參數、將F2設為朝向致動器的變動橫壓抑制用之輸出、將G2設為變動橫壓之傳遞函數的情況下,就成為F2=G2(u_fl1,u_fl2,…)。 On the other hand, according to the state quantity measured by the above-mentioned sensor, the parameter (u_fluc1, u_fluc2, ...) which is strongly correlated with the track irregularity is converted, and the actuator for the fluctuation suppression is determined based on the parameter. thrust. When u_fl1, u_fl2, ... are used as the parameters for changing the lateral pressure control input, F2 is set as the output for the variable lateral pressure suppression of the actuator, and G2 is set as the transfer function of the variable lateral pressure, F2=G2(u_fl1, u_fl2, ...).
因而,鐵道車輛行走時之朝向致動器的橫壓抑制用之輸出的合計F,係可以表示為F=F1+F2=G1(u_st1,u_st2,…)+G2(u_fl1,u_fl2,…)(參照第1圖)。 Therefore, the total F of the output for suppressing the lateral pressure of the actuator when the railway vehicle is traveling can be expressed as F = F1 + F2 = G1 (u_st1, u_st2, ...) + G2 (u_fl1, u_fl2, ...) Refer to Figure 1).
在此,行走中,在車輪上所產生的橫壓,係受到作用於車輪的上下方向之垂直力、和車輪與軌道間的摩擦係數之影響。因而,較佳是取得此等的值並與朝向致動器的控制輸入用之狀態量相加。 Here, the lateral pressure generated on the wheel during traveling is affected by the vertical force acting in the vertical direction of the wheel and the friction coefficient between the wheel and the rail. Therefore, it is preferable to obtain these values and add them to the state quantities for the control input to the actuator.
如此,將鐵道車輛在行走中產生的橫壓分成穩定橫壓和變動橫壓來掌握,且測定與各自的橫壓相關之較強的狀態量,進而按照該狀態量來控制致動器推力。藉由如此,即便沒有關於行走中之軌道不整的資訊或關於車輛行走位置的資訊,仍可以較佳地抑制可視為起因於軌道不整的變動橫壓。 In this manner, the lateral pressure generated by the railway vehicle during traveling is divided into a stable lateral pressure and a varying transverse pressure, and a strong state quantity related to each lateral pressure is measured, and the actuator thrust is controlled in accordance with the state amount. By doing so, even if there is no information on the irregularity of the track during walking or information on the traveling position of the vehicle, it is possible to preferably suppress the fluctuation of the lateral pressure which is regarded as a result of the track irregularity.
可是,一般而言,由於曲線區間中的軌道曲率,在某一個曲線區間行走中會受到軌道不整的微小影響但是大致為固定,所以在某一個曲線區間行走中的穩定橫壓之值為固定。 However, in general, since the curvature of the track in the curve section is slightly affected by the track irregularity during walking in a certain curve section, it is substantially fixed, so the value of the stable lateral pressure during walking in a certain curve section is fixed.
因而,穩定橫壓控制輸入用參數u_st1,u_st2,…,係在某一個曲線區間行走中可選擇成為大致固定的狀 態量,就連朝向致動器的穩定橫壓抑制用之輸出F1也成為大致固定的值。 Therefore, the stable lateral pressure control input parameters u_st1, u_st2, ... can be selected to be substantially fixed in a certain curve section. The state quantity, even the output F1 for stabilizing the lateral pressure suppression toward the actuator, also becomes a substantially fixed value.
另一方面,在某一個曲線區間行走中,因軌道不整之值會依車輛行走位置而變化,故而變動橫壓之值也會隨著軌道不整之值而變化,且朝向致動器的變動橫壓抑制用之輸出F2也會對應軌道不整之值的變化而變化。 On the other hand, in a certain curve section walking, since the value of the track irregularity changes depending on the traveling position of the vehicle, the value of the varying lateral pressure also changes with the value of the track irregularity, and the change toward the actuator is horizontal. The output F2 for voltage suppression also changes in response to changes in the value of the track irregularity.
因而,在曲線區間行走中,僅使成為大致固定之朝向致動器的穩定橫壓抑制用之輸出F1作為致動器之推力來產生的情況下,橫壓之降低量係成為大致固定,而變動橫壓之變動幅度的大小大致沒有變化。 Therefore, when the output F1 for suppressing the stable lateral pressure that is substantially fixed toward the actuator is generated as the thrust of the actuator during the curve section traveling, the amount of decrease in the lateral pressure is substantially constant. There is almost no change in the magnitude of the change in the horizontal pressure.
另一方面,僅使朝向致動器的變動橫壓抑制用之輸出F2作為致動器之推力來產生的情況下,變動橫壓之變動幅度會變小。亦即,在產生比在一個曲線區間行走中的橫壓之平均值還高的橫壓之部位係降低橫壓,而在產生較低之橫壓的部位係增加橫壓,藉此來抑制橫壓之變動幅度。但是,橫壓之平均值大致不會變化。 On the other hand, when only the output F2 for suppressing the fluctuation lateral pressure of the actuator is generated as the thrust of the actuator, the fluctuation range of the fluctuation of the lateral pressure becomes small. That is, the portion where the lateral pressure is higher than the average value of the lateral pressure during walking in one curve section reduces the lateral pressure, and increases the lateral pressure at the portion where the lower lateral pressure is generated, thereby suppressing the lateral pressure. The magnitude of the change in pressure. However, the average value of the lateral pressure does not substantially change.
因而,在使朝向致動器的穩定橫壓抑制用之輸出F1、和變動橫壓抑制用之輸出F2一起作為致動器之推力來產生的情況下,前述輸出F1之推力就會穩定產生,而前述輸出F2則按照變動橫壓控制輸入用參數u_fl1,u_fl2,…來變化。 Therefore, when the output F1 for suppressing the stable lateral pressure toward the actuator and the output F2 for suppressing the lateral pressure suppression are generated as the thrust of the actuator, the thrust of the output F1 is stably generated. The output F2 is changed in accordance with the variable lateral pressure control input parameters u_fl1, u_fl2, .
一般而言,在軌道曲率比較大(曲線半徑較小)的曲線區間之情況下,穩定橫壓較大,而與穩定橫壓相較,變動橫壓則較小。另一方面,在軌道曲率比較小 (曲線半徑較大)的曲線區間之情況下,雖然穩定橫壓變小,但是可明白相對於穩定橫壓,變動橫壓則變大。在此,因致動器之最大推力有界限,故而需要以在最大推力下不會飽和的方式,來調整朝向致動器的穩定橫壓抑制用之輸出F1、和變動橫壓抑制用之輸出F2之值的比例。 In general, in the case of a curve section in which the curvature of the track is relatively large (the curve radius is small), the stable lateral pressure is large, and the variable lateral pressure is smaller than the stable lateral pressure. On the other hand, the curvature of the track is relatively small In the case of the curve section (the curve radius is large), although the stable lateral pressure is small, it can be understood that the variable lateral pressure becomes larger with respect to the stable lateral pressure. Here, since the maximum thrust of the actuator has a limit, it is necessary to adjust the output F1 for suppressing the stable lateral pressure toward the actuator and the output for suppressing the lateral pressure suppression so as not to be saturated under the maximum thrust. The ratio of the value of F2.
在以前述輸出F1比前述輸出F2還相對地大的方式來設定穩定橫壓之傳遞函數G1和變動橫壓之傳遞函數G2的情況下,可期待一直保持固定量的橫壓降低效果。另一方面,因變動橫壓之抑制量變小,故而橫壓之變動幅度不會變化。 When the transfer function G1 for stabilizing the lateral pressure and the transfer function G2 for varying the lateral pressure are set so that the output F1 is relatively larger than the output F2, it is expected to maintain a constant amount of lateral pressure reduction effect. On the other hand, since the amount of suppression of the varying lateral pressure is small, the fluctuation range of the lateral pressure does not change.
又,在藉由前述輸出F1而致使的致動器之推力有過剩的情況下,轉向架就會朝向轉向曲線區間之內側的方向過剩地迴旋。因而,通常,在外軌側之車輪與軌道間進行凸緣接觸(flange contact)的前頭輪軸會在內軌側之車輪與軌道間進行凸緣接觸,且在內軌側發生出軌的可能性。 Further, when the thrust of the actuator caused by the output F1 is excessive, the bogie is excessively swirled in the direction of the inner side of the steering curve section. Therefore, in general, the front wheel axle that performs flange contact between the wheel on the outer rail side and the rail has flange contact between the wheel on the inner rail side and the rail, and the rail is likely to be derailed on the inner rail side.
另一方面,以前述輸出F2比前述輸出F1還相對地大的方式來設定前述傳遞函數G1和前述傳遞函數G2的情況下,可抑制變動橫壓、亦即抑制橫壓之變動幅度。但是,由於穩定橫壓之抑制量較少,所以可維持較高的穩定橫壓。 On the other hand, when the transfer function G1 and the transfer function G2 are set so that the output F2 is relatively larger than the output F1, the fluctuation of the lateral pressure, that is, the fluctuation range of the lateral pressure can be suppressed. However, since the amount of suppression of the stable lateral pressure is small, a high stable lateral pressure can be maintained.
因而,在軌道曲率比較大(曲線半徑比較小)的曲線區間之情況下,係以產生比前述輸出F2還大的前述輸出F1之方式,來設定前述傳遞函數G1和前述 傳遞函數G2,且重視穩定橫壓之抑制為宜。 Therefore, in the case of a curve section in which the curvature of the track is relatively large (the curve radius is relatively small), the transfer function G1 and the foregoing are set in such a manner that the output F1 larger than the output F2 is generated. It is preferable to transfer the function G2 and to emphasize the suppression of the stable lateral pressure.
另一方面,在軌道曲率比較小(曲線半徑比較大)的曲線區間之情況下,係以產生比前述輸出F1還大的前述輸出F2之方式,來設定前述傳遞函數G1和前述傳遞函數G2,且重視變動橫壓之抑制為宜。 On the other hand, in the case of a curve section in which the curvature of the track is relatively small (the curve radius is relatively large), the transfer function G1 and the transfer function G2 are set in such a manner that the output F2 is larger than the output F1. It is also advisable to pay attention to the suppression of the variation of the transverse pressure.
可是,決定某個曲線區間之行走最高速度的一個要素,是在曲線行走中產生的最大橫壓之值。因而,為了提高曲線區間中的行走最高速度,就需要將最大橫壓抑制得較低。 However, one factor that determines the maximum speed of walking in a curve interval is the value of the maximum transverse pressure generated during the curve walk. Therefore, in order to increase the maximum traveling speed in the curve section, it is necessary to suppress the maximum lateral pressure to be low.
在盡可能地將該最大橫壓抑制得較小時,例如在重視車輪或軌道之磨損抑制的情況下,可認為抑制在一個曲線區間行走中產生的橫壓之平均值是有效的。因而,較佳是以盡可能地抑制曲線區間之行走中的平均橫壓之方式來控制,換句話說,以加大前述輸出F1之值的方式來控制。 When the maximum lateral pressure is suppressed as small as possible, for example, when the wear suppression of the wheel or the track is emphasized, it is considered that it is effective to suppress the average value of the lateral pressure generated during the traveling in one curve section. Therefore, it is preferable to control so as to suppress the average lateral pressure in the course of the curve section as much as possible, in other words, to increase the value of the output F1.
然而,致動器之最大推力有界限,又,從最大推力以外之其他要素來看,致動器之產生推力也是以較小者為宜。 However, the maximum thrust of the actuator has a limit, and in addition to the other factors other than the maximum thrust, the thrust generated by the actuator is preferably smaller.
當從一般的節能觀點來看時,例如鐵道車輛在某一個曲線區間行走時,藉由致動器而產生的推力之每一單位時間之平均值是以較小者為宜。又,因致動器本身具有滑動部分,故而從長壽命化之觀點來看動作時間是以較短者為宜。此是意味著要減小藉由致動器而產生的推力之每一單位時間的平均值。 When viewed from a general energy saving point of view, for example, when a railway vehicle travels in a certain curve section, the average value per unit time of the thrust generated by the actuator is preferably the smaller one. Further, since the actuator itself has a sliding portion, the operating time is preferably shorter from the viewpoint of a long life. This means that the average value per unit time of the thrust generated by the actuator is reduced.
尤其是,在採用將壓縮空氣作為動力源來使用的氣動式致動器(pneumatic actuator)之情況下,係從搭載於鐵道車輛的空氣壓縮機接受壓縮空氣之供應。在此情況下,搭載於鐵道車輛的空氣壓縮機,從車輛之輕量化或地板下機器之設置空間的限制點來看,較多情況是選擇儘量小型的空氣壓縮機。因而,因多有空氣壓縮機之能力的限制條件較為嚴苛的情況,故而較佳是減小壓縮空氣之消耗量,且藉由致動器而產生的推力之每一單位時間的平均值是以較小者為宜。 In particular, in the case of a pneumatic actuator that uses compressed air as a power source, the supply of compressed air is received from an air compressor mounted on a railway vehicle. In this case, in the air compressor mounted on the railway vehicle, in view of the weight reduction of the vehicle or the restriction of the installation space of the underfloor equipment, it is often the case that the air compressor is as small as possible. Therefore, since the limitation of the capacity of the air compressor is more severe, it is preferable to reduce the consumption of the compressed air, and the average value per unit time of the thrust generated by the actuator is The smaller one is appropriate.
另一方面,在採用電動式致動器的情況下,因致動器在動作時會藉由電流流動而產生熱,故而多有冷卻成為課題的情況。有關冷卻,雖然致動器本身之散熱性能也是重要的,但是也會依使用環境而起較大的作用。因而,從此點來看,藉由致動器而產生的推力之每一單位時間的平均值也是以較小者為宜。 On the other hand, in the case of using an electric actuator, since heat is generated by the flow of an electric current during the operation of the actuator, there is a case where cooling is a problem. Regarding cooling, although the heat dissipation performance of the actuator itself is also important, it also plays a large role depending on the environment in which it is used. Therefore, from this point of view, the average value per unit time of the thrust generated by the actuator is preferably the smaller one.
換句話說,從提高某曲線區間之行走最高速的觀點來看,雖然抑制最大橫壓是重要的,但是在另一方面,致動器之能力有界限。尤其是在藉由致動器而產生的推力之最大值或每一單位時間之產生推力被設置上限的情況下,不可謂較佳是使致動器一直保持以接近界限之固定的推力持續動作。因而,較佳是:事先將前述輸出F1作為比致動器之界限能力還低的值並在致動器之推力上殘留餘力,且在產生較高之變動橫壓的地點使致動器適當產生接近界限的推力。 In other words, from the viewpoint of increasing the maximum speed of walking in a certain curve section, although it is important to suppress the maximum lateral pressure, on the other hand, the ability of the actuator has a limit. In particular, in the case where the maximum value of the thrust generated by the actuator or the generated thrust per unit time is set to the upper limit, it is not preferable to keep the actuator constantly moving at a fixed thrust close to the limit. . Therefore, it is preferable that the output F1 is previously used as a value lower than the limit capability of the actuator and residual force is left on the thrust of the actuator, and the actuator is appropriately made at a position where a high fluctuation transverse pressure is generated. Produces a thrust close to the limit.
可是,設置致動器的理由,係以經由轉向架對輪軸賦予力矩(moment)為目的。 However, the reason for providing the actuator is to impart a moment to the axle via the bogie.
在有承梁轉向架(bolster bogie)中,其為直接嵌裝(direct mount)式的情況下,係在轉向架之構成零件當中的承梁與轉向架框之間設置有側承(side bearer),且在承梁與轉向架框之間迴旋。因而,在將致動器設置於車體側的情況下係設置於車體或是搖枕(swing bolster)。又,在將致動器設置於轉向架側的情況下係設置於轉向架框。 In the case of a bolster bogie, which is a direct mount type, a side bearer is provided between the bolster and the bogie frame among the components of the bogie. ) and swing between the bolster and the bogie frame. Therefore, in the case where the actuator is provided on the vehicle body side, it is provided in a vehicle body or a swing bolster. Moreover, when the actuator is provided on the bogie side, it is provided in the bogie frame.
另一方面,其為間接嵌裝式(indirect mount)的情況下,係在車體與搖枕之間設置有側承,且在其間迴旋。因而,在將致動器設置於車體側的情況下係設置於車體。又,在將致動器設置於轉向架側的情況下係設置於搖枕或是轉向架框。 On the other hand, in the case of an indirect mount, a side bearing is provided between the vehicle body and the bolster, and is rotated therebetween. Therefore, in the case where the actuator is provided on the vehicle body side, it is provided in the vehicle body. Moreover, when the actuator is provided on the bogie side, it is provided in a bolster or a bogie frame.
作為帶給在鐵道轉向架之前頭軸產生的橫壓較強之影響的因子,可列舉作用於各車輪的上下方向之垂直力、車輪與軌道間之摩擦係數、產生於輪軸的左右潛變比(creep ratio)和前後潛變比、以及因超高(cant)而致使的分力和離心力的合力。 As a factor which gives a strong influence on the lateral pressure generated by the head shaft before the railway bogie, the vertical force acting on the vertical direction of each wheel, the friction coefficient between the wheel and the rail, and the left-right creep ratio generated on the axle are exemplified. Creep ratio and front-to-back ratio, and the combined force of force and centrifugal force caused by superc.
此中,作用於各車輪的上下方向之垂直力,係依乘客之乘車率而變化較大。該值,係能夠根據設置於車體與轉向架間的二次彈簧、或是設置於轉向架與輪軸間的一次彈簧之負擔荷重值來推定。 Among them, the vertical force acting on the vertical direction of each wheel varies greatly depending on the passenger's riding rate. This value can be estimated based on the secondary spring provided between the vehicle body and the bogie or the load bearing value of the primary spring provided between the bogie and the axle.
前述二次彈簧之負擔荷重,係在使用空氣彈 簧作為二次彈簧的車輛之情況下,能夠根據空氣彈簧之內壓來換算。另一方面,前述一次彈簧之負擔荷重,係在主要使用金屬彈簧的情況下,能夠藉由測定輪軸與轉向架框間之位移來換算。 The burden load of the aforementioned secondary spring is based on the use of air bombs. When the spring is a vehicle of a secondary spring, it can be converted according to the internal pressure of the air spring. On the other hand, in the case where the metal spring is mainly used, the load of the primary spring can be converted by measuring the displacement between the wheel axle and the bogie frame.
其次,車輪與軌道間之摩擦係數,係能夠根據產生於將轉向架與輪軸間在前後方向予以結合的連桿(link)等之連結構件的前後方向荷重、和上下方向的垂直力之比率來推定。 Next, the coefficient of friction between the wheel and the rail can be based on the ratio of the load in the front-rear direction of the connecting member such as a link that connects the bogie to the axle in the front-rear direction, and the vertical force in the vertical direction. Presumption.
又,產生於輪軸的左右潛變比和前後潛變比當中的前後潛變比,係可以用下述數式1求出,而左右潛變比係可以用下述數式2求出。 Further, the ratio of the front-rear creep ratio and the front-rear creep ratio which are generated in the wheel axle can be obtained by the following formula 1, and the left-right creep ratio can be obtained by the following formula 2.
其中,ν xl :左側車輪之前後潛變比 Where ν xl : the dive ratio before the left wheel
ν xr :右側車輪之前後潛變比 ν xr : the dive ratio before the right wheel
γ:車輪之有效踏面斜率 γ : effective tread slope of the wheel
γ 0 :車輪半徑 γ 0 : wheel radius
y:車輪之左右位移 y : left and right displacement of the wheel
:輪軸之偏搖角速度 : the angular velocity of the axle
V:車輛行走速度 V : vehicle walking speed
b:左右之車輪與軌道的接觸點間距離/2 b : distance between the contact points of the left and right wheels and the track/2
ν yr :右側車輪之左右潛變比 ν yr : the left and right potential ratio of the right wheel
Φ:輪軸之偏搖角 Φ: the yaw angle of the axle
:輪軸之左右速度 : the left and right speed of the axle
在前述數式1、2所示的前後、左右之潛變比中,於車輛行走中能夠測定的狀態量,為輪軸之左右位移、輪軸之左右速度、輪軸之偏搖角、輪軸之偏搖角速度、車輛行走速度。此中,輪軸之左右速度,係能夠根據輪軸之左右加速度來換算。 The amount of state that can be measured during vehicle travel in the front-rear and left-to-left ratios shown in the above equations 1 and 2 is the left and right displacement of the axle, the left and right speed of the axle, the yaw angle of the axle, and the yaw of the axle. Angular speed, vehicle walking speed. Among them, the left and right speeds of the axle can be converted according to the left and right acceleration of the axle.
在此,在輪軸與轉向架框間之彈簧常數為非常大,且輪軸與轉向架框間視為大致剛結合的情況下,輪軸之左右位移、輪軸之左右速度、輪軸之左右加速度、輪軸之偏搖角、輪軸之偏搖角速度,就能夠以轉向架側之各自相當的狀態量來替代。 Here, when the spring constant between the axle and the bogie frame is very large, and the axle and the bogie frame are considered to be substantially rigidly coupled, the left and right displacement of the axle, the left and right speed of the axle, the left and right acceleration of the axle, and the axle The yaw angle and the yaw rate of the axle can be replaced by the respective state quantities of the bogie side.
又,因超高而致使的分力以及因在曲線區間 行走中產生之離心力而致使的合力,係能夠根據車輛之滾動角及其時間微分量、或是作為二次彈簧的空氣彈簧高度來換算。 Also, due to the high level of force and the cause of the curve The resultant force caused by the centrifugal force generated during walking can be converted according to the rolling angle of the vehicle and its time component, or the height of the air spring as the secondary spring.
根據以上,作為換算穩定橫壓控制輸入用參數u_st1,u_st2,…、變動橫壓控制輸入用參數u_fl1,u_fl2,…時所使用的狀態量,係可假定如下。 As described above, the state quantities used as the conversion stable lateral pressure control input parameters u_st1, u_st2, ..., and the variable lateral pressure control input parameters u_fl1, u_fl2, ... can be assumed as follows.
˙作為二次彈簧來使用的空氣彈簧之內壓 内The internal pressure of the air spring used as a secondary spring
˙作為一次彈簧來使用的螺旋彈簧之上下位移 螺旋The upper and lower displacement of the coil spring used as a spring
˙作用於將輪軸與轉向架框間在前後方向予以結合的連桿等之結合構件的前後方向荷重 前后 acts on the front-back direction of the joint member of the connecting rod or the like that combines the axle and the bogie frame in the front-rear direction
˙輪軸、轉向架、車體中之各自的偏搖角、偏搖角速度、偏搖角加速度、或是左右方向位移、左右方向速度、左右方向加速度 The yaw angle, the yaw rate, the yaw angle acceleration, or the left and right direction displacement, the left and right direction speed, and the left and right direction acceleration of the ̇ axle, bogie, and vehicle body
˙車輛之行走速度 ̇ vehicle walking speed
˙滾動角、滾動角速度 ̇ rolling angle, rolling angular velocity
˙作為二次彈簧來使用的空氣彈簧之高度 高度The height of the air spring used as a secondary spring
在此,車體之左右位移、速度、加速度、偏搖角、偏搖角速度,與產生於轉向架和輪軸之相同的狀態量相較,則重量及慣性力矩較大,且藉由左右方向之減震器(damper)、止晃減震器(yaw damper)等而使轉向架-車體間之振動絕緣性較高。因而,因為軌道不整而產生於車體的左右位移、速度、加速度、偏搖角、偏搖角速度之位移量,與產生於轉向架或輪軸之相同的變動量相較,就變得較小。因而,可認為在進行穩定橫壓之推定時,使 用車體側之狀態量是有效的。 Here, the left and right displacement, speed, acceleration, yaw angle, and yaw rate of the vehicle body are larger than the amount of state generated by the bogie and the axle, and the weight and the moment of inertia are large, and the left and right directions are A damper, a yaw damper, etc., provide high vibration insulation between the bogie and the vehicle body. Therefore, the displacement amount of the left and right displacement, the speed, the acceleration, the yaw angle, and the yaw rate generated by the vehicle body due to the irregularity of the track becomes smaller as compared with the amount of fluctuation generated by the bogie or the axle. Therefore, it can be considered that the timing of the stable lateral pressure is made The state quantity on the side of the vehicle body is effective.
又,在變動橫壓之推定中,係使用轉向架側之狀態量與車體側之狀態量的差分值,藉此可以較佳地去除橫壓之穩定成分,且能夠推定變動橫壓。 Further, in the estimation of the varying lateral pressure, the difference between the state quantity on the bogie side and the state quantity on the vehicle body side is used, whereby the stable component of the lateral pressure can be preferably removed, and the variable lateral pressure can be estimated.
本發明係經由從發明人之上述構想至解決課題的經過所構成,而以下之構成為其最主要的特徵。 The present invention is constituted by the above-described concept from the inventor to the problem of solving the problem, and the following constitution is its most important feature.
1)在鐵道車輛設置致動器。 1) Set the actuator on the railway vehicle.
該致動器,在搭載有無承梁轉向架的車輛之情況下,係設置於車體與轉向架框間。另一方面,在有承梁轉向架當中,搭載有直接嵌裝式轉向架的車輛之情況下,係設置於車體與轉向架框間或是承梁與轉向架框間。又,在搭載有間接嵌裝式轉向架的車輛之情況下,係設置於車體與承梁間。 The actuator is disposed between the vehicle body and the bogie frame in the case of a vehicle equipped with a beamless bogie. On the other hand, in the case of a bolster bogie, in the case of a vehicle equipped with a direct-embedded bogie, it is disposed between the vehicle body and the bogie frame or between the bolster and the bogie frame. Moreover, in the case of a vehicle equipped with an indirect embedded bogie, it is provided between the vehicle body and the bolster.
2)在鐵道車輛,設置:感測器,其係用以測定行走中的車體、轉向架、輪軸之至少其中任一個的狀態量。 2) In a railway vehicle, a sensor is provided for measuring a state quantity of at least one of a body, a bogie, and an axle in motion.
在行走中測定到的狀態量,係假定作為帶給橫壓較強之影響的因子之以下的其中任一個。 The amount of state measured during walking is assumed to be any one of the following factors that have a strong influence on the lateral pressure.
˙作為二次彈簧來採用的空氣彈簧之內壓 内The internal pressure of the air spring used as a secondary spring
˙作為一次彈簧來使用的螺旋彈簧之上下位移 螺旋The upper and lower displacement of the coil spring used as a spring
˙作用於將輪軸與轉向架框之間在前後方向予以結合的連桿等之結合構件的前後方向荷重 前后 acts on the front-back direction of the joint member of the connecting rod or the like that combines the axle and the bogie frame in the front-rear direction
˙輪軸、轉向架、車體之各自的偏搖角 The yaw angle of the ̇ axle, bogie and car body
˙偏搖角速度 ̇ yaw rate
˙偏搖角加速度 ̇ angular acceleration
˙左右方向位移 ̇ left and right direction displacement
˙左右方向速度 ̇ left and right direction speed
˙左右方向加速度 ̇ left and right direction acceleration
˙車輛之行走速度 ̇ vehicle walking speed
˙滾動角 ̇ rolling angle
˙滾動角速度 ̇ rolling angular velocity
˙空氣彈簧高度 ̇Air spring height
3)根據所測定的上述狀態量即時換算成與穩定橫壓具有較強之相關的穩定橫壓控制輸入用參數,且基於事先設定的穩定橫壓用傳遞函數來運算對致動器之輸出指令。 3) Instantly converting the measured state quantity into a stable horizontal pressure control input parameter having a strong correlation with the stable lateral pressure, and calculating an output command to the actuator based on the previously set stable transverse pressure transfer function .
4)根據所測定的上述狀態量即時換算成與因軌道不整而致使的變動橫壓具有較強之相關的變動橫壓控制輸入用參數,且基於事先設定的變動橫壓用傳遞函數來運算對致動器之輸出指令。 4) The current state quantity is converted into a variable transverse pressure control input parameter that is strongly correlated with the fluctuation transverse pressure caused by the track irregularity, and is calculated based on the previously set variable lateral pressure transfer function. Actuator output command.
5)將前述3)4)運算所得的輸出指令值予以合成,且對設置於車體與轉向架間的致動器提供指令。 5) Combine the output command values obtained in the above 3) and 4), and provide commands to the actuators provided between the vehicle body and the bogie.
在上述本發明中,係以從藉由設置於車輛的感測器所測定的狀態量推定出之值為基礎,使設置於轉向架-車體間的致動器產生推力。因而,不用參照事先保存於記錄裝置等的軌道資訊,就可以有效地抑制鐵道車輛在行走中產生的橫壓。 In the above aspect of the invention, the thrust is generated by the actuator provided between the bogie and the vehicle body based on the value estimated from the state amount measured by the sensor provided in the vehicle. Therefore, it is possible to effectively suppress the lateral pressure generated by the railway vehicle during traveling without referring to the track information previously stored in the recording device or the like.
在本發明中,由於可以有效地抑制鐵道車輛在行走中產生的穩定橫壓和變動橫壓,所以可以有效地降低在行走中產生的最大橫壓,且可以提高車輛之行走安全性。因而,能夠提高例如曲線區間之可行走速度。 In the present invention, since the stable lateral pressure and the variable lateral pressure generated by the railway vehicle during traveling can be effectively suppressed, the maximum lateral pressure generated during traveling can be effectively reduced, and the walking safety of the vehicle can be improved. Therefore, for example, the travelable speed of the curve section can be improved.
G1‧‧‧穩定橫壓之傳遞函數 G1‧‧‧Transitive function of stable transverse pressure
G2‧‧‧變動橫壓之傳遞函數 G2‧‧‧Transitive function of variable transverse pressure
F‧‧‧朝向致動器的橫壓抑制用之輸出的合計 F‧‧‧Total output of the lateral pressure suppression for the actuator
F1‧‧‧朝向致動器的穩定橫壓抑制用之輸出 F1‧‧‧ Output for stable transverse pressure suppression of actuators
F2‧‧‧朝向致動器的變動橫壓抑制用之輸出 F2‧‧‧ Output for variable transverse pressure suppression of the actuator
FL‧‧‧變動橫壓控制輸入用參數 FL‧‧‧Change parameters for variable lateral pressure control input
ST‧‧‧穩定橫壓控制輸入用參數 ST‧‧‧Stability parameters for stable horizontal pressure control input
第1圖係顯示本發明之鐵道車輛的橫壓降低方法之控制圖像(control image)的示意圖。 Fig. 1 is a view showing a control image of a method for reducing a lateral pressure of a railway vehicle according to the present invention.
第2圖係顯示本發明之鐵道車輛的橫壓降低方法之控制方塊線路圖之一例的示意圖。 Fig. 2 is a view showing an example of a control block circuit diagram of a method for reducing a lateral pressure of a railway vehicle according to the present invention.
第3圖係顯示鐵道車輛在曲線區間之行走中的前頭軸之外軌測橫壓之行走模擬結果的示意圖,其中(a)係顯示條件1,(b)係顯示條件2。 Fig. 3 is a view showing the result of walking simulation of the rail-traveling transverse pressure of the front axle of the railway vehicle in the course of the curve section, wherein (a) shows condition 1 and (b) shows condition 2.
第4圖係顯示鐵道車輛在曲線區間之行走中的前頭軸之外軌測橫壓之行走模擬結果的示意圖,其中(a)係顯示條件3,(b)係顯示條件4,(c)係顯示條件5。 Figure 4 is a schematic diagram showing the simulation results of the rail-traveling transverse pressure of the front axle of the railway vehicle during the travel of the curve section, wherein (a) shows condition 3, (b) shows condition 4, and (c) Condition 5 is displayed.
第5圖係顯示鐵道車輛在曲線區間之行走中,藉由致動器而產生的附加扭力之行走模擬結果的示意圖,其中(a)係顯示條件1,(b)係顯示條件2。 Fig. 5 is a view showing a simulation result of the additional torque generated by the actuator in the course of the curve of the railway vehicle, wherein (a) shows condition 1 and (b) shows condition 2.
第6圖係顯示鐵道車輛在曲線區間之行走中,藉由致動器而產生的附加扭力之行走模擬結果的示意圖,其中(a)係顯示條件3,(b)係顯示條件4,(c)係顯示條 件5。 Figure 6 is a schematic diagram showing the simulation results of the additional torque generated by the actuator during the travel of the curve section in the curve section, wherein (a) shows condition 3, (b) shows condition 4, (c) ) display bar Item 5.
第7圖係顯示藉由條件3至條件5中之致動器而產生的附加扭力之最大值得示意圖。 Fig. 7 is a view showing the maximum value of the additional torque generated by the actuators in the conditions 3 to 5.
第8圖係顯示鐵道車輛在圓曲線區間行走中產生之條件1至條件5中的橫壓之平均值和最大值的示意圖。 Fig. 8 is a view showing the average value and the maximum value of the lateral pressures in Conditions 1 to 5 which are generated in the traveling of the railway vehicle in the circular curve section.
第9圖係顯示鐵道車輛在圓曲線區間行走中之條件3至條件5中的每一單位時間之附加扭力的示意圖。 Fig. 9 is a view showing the additional torque per unit time in Condition 3 to Condition 5 of the railway vehicle traveling in the circular curve section.
第10圖係顯示在曲線區間行走時所產生的橫壓之變化的示意圖,其中(a)為穩定橫壓,(b)為變動橫壓,(c)為變動橫壓加上穩定橫壓後的實際橫壓波形圖。 Figure 10 is a schematic diagram showing the change in the transverse pressure generated during the curve section, where (a) is the stable transverse pressure, (b) is the varying transverse pressure, and (c) is the varying transverse pressure plus the stable transverse pressure. The actual horizontal pressure waveform.
本發明係以藉由設置於車輛之感測器所測定的狀態量為基礎,來推定穩定橫壓和變動橫壓,且按照該推定值使設置於車體-轉向架間的致動器產生推力,藉此實現抑制在行走中產生的橫壓之目的。 According to the present invention, the stable lateral pressure and the variable lateral pressure are estimated based on the state quantity measured by the sensor provided in the vehicle, and the actuator disposed between the vehicle body and the bogie is generated according to the estimated value. Thrust, thereby achieving the purpose of suppressing the lateral pressure generated during walking.
以下,藉由鐵道車輛之行走模擬,就已確認本發明之鐵道車輛的橫壓降低方法之效果的結果加以說明。 Hereinafter, the result of the effect of the method for reducing the lateral pressure of the railway vehicle according to the present invention will be described by the simulation of the running of the railway vehicle.
使用於行走模擬的車輛模型係假定為一般的雙軸式轉向架車(bogie car),而軌道係假定為包含曲線半徑600m之曲線區間的軌道條件。又,隨機製作相當於 一般之傳統鐵道路線的軌道不整,且依條件而提供軌道不整。 The vehicle model used for the walking simulation is assumed to be a general two-axle bogie car, and the orbital system is assumed to be a rail condition including a curved section having a curve radius of 600 m. Also, random production is equivalent Generally, the track of the conventional iron road line is not uniform, and the track is not arranged according to the conditions.
致動器係假定設置於車體-轉向架間。另外,在本模擬中,係以對車體-轉向架間之附加扭力替代致動器之推力。又,作為用以推定穩定橫壓、變動橫壓的狀態量,係使用車體之偏搖角速度、前轉向架與後轉向架之偏搖角速度、及車輛速度。該狀態量之值乘以適當的穩定橫壓與變動橫壓之傳遞函數,而決定附加於車體-轉向架間的附加扭力,且附加於車體與轉向架之間。將用以決定該附加扭力的方塊線路圖顯示於第2圖。 The actuator is assumed to be placed between the body and the bogie. In addition, in this simulation, the thrust of the actuator is replaced by an additional torque between the body and the bogie. Further, as the state quantity for estimating the stable lateral pressure and the variable lateral pressure, the yaw rate of the vehicle body, the yaw rate of the front bogie and the rear bogie, and the vehicle speed are used. The value of the state quantity is multiplied by the transfer function of the appropriate stable transverse pressure and the varying transverse pressure, and the additional torque added between the vehicle body and the bogie is determined and added between the vehicle body and the bogie. The block diagram for determining the additional torque is shown in Figure 2.
行走模擬係以如下的五個條件來進行。 The walking simulation was carried out under the following five conditions.
軌道不整:無 Track is not complete: no
推定穩定橫壓之狀態量所乘的傳遞函數:G1=0 The transfer function multiplied by the state quantity of the stable transverse pressure: G1=0
推定變動橫壓之狀態量所乘的傳遞函數:G2=0 The transfer function multiplied by the state quantity of the estimated transverse pressure: G2=0
軌道不整:有 Track is not complete: there is
推定穩定橫壓之狀態量所乘的傳遞函數:G1=0 The transfer function multiplied by the state quantity of the stable transverse pressure: G1=0
推定變動橫壓之狀態量所乘的傳遞函數:G2=0 The transfer function multiplied by the state quantity of the estimated transverse pressure: G2=0
軌道不整:有 Track is not complete: there is
推定穩定橫壓之狀態量所乘的傳遞函數:G1>0 The transfer function multiplied by the state quantity of the stable transverse pressure: G1>0
推定變動橫壓之狀態量所乘的傳遞函數:G2=0 The transfer function multiplied by the state quantity of the estimated transverse pressure: G2=0
軌道不整:有 Track is not complete: there is
推定穩定橫壓之狀態量所乘的傳遞函數:G1=0 The transfer function multiplied by the state quantity of the stable transverse pressure: G1=0
推定變動橫壓之狀態量所乘的傳遞函數:G2>0 The transfer function multiplied by the state quantity of the estimated transverse pressure: G2>0
軌道不整:有 Track is not complete: there is
推定穩定橫壓之狀態量所乘的傳遞函數:G1>0 The transfer function multiplied by the state quantity of the stable transverse pressure: G1>0
推定變動橫壓之狀態量所乘的傳遞函數:G2>0 The transfer function multiplied by the state quantity of the estimated transverse pressure: G2>0
發出藉由致動器而提供附加扭力之推力指令值的條件3至5,係假定使用具有同一能力的致動器,且以所產生的附加扭力之最大值成為大致同等之值的方式來設定傳遞函數G1、G2。 Conditions 3 to 5 for issuing a thrust command value for providing additional torque by an actuator assume that actuators having the same capability are used, and the maximum value of the generated additional torque is set to be substantially equal. Transfer functions G1, G2.
將行走模擬之結果顯示於第3圖至第9圖。 The results of the walking simulation are shown in Figures 3 through 9.
當比較不發出藉由致動器而提供附加扭力之推力指令值的條件1(第5圖(a))和條件2(第5圖(b))時,就可明白:在已輸入軌道不整的條件2之情況下,會如第3圖(b)所示,除了產生第3圖(a)所示之穩定橫壓還產生了變動橫壓。 When the conditions 1 (Fig. 5 (a)) and 2 (Fig. 5 (b)) of the thrust command value for providing additional torque by the actuator are not compared, it is understood that the input track is not complete. In the case of condition 2, as shown in Fig. 3(b), a variable lateral pressure is generated in addition to the stable lateral pressure shown in Fig. 3(a).
另一方面,在將推定穩定橫壓之狀態量所乘的傳遞函數G1設為比0還大的條件3之情況下(第6圖 (a)),可明白:比起條件2,橫壓是大致一律降低(參照第4圖(a)和第3圖(b))。 On the other hand, when the transfer function G1 multiplied by the state amount of the estimated stable lateral pressure is set to the condition 3 larger than 0 (Fig. 6) (a)), it can be understood that the lateral pressure is substantially reduced as compared with Condition 2 (refer to Figs. 4(a) and 3(b)).
又,在將推定變動橫壓之狀態量所乘的傳遞函數G2設為比0還大的條件4之情況下(第6圖(b)),雖然橫壓之平均值係與條件2同等,但是可以降低因為軌道不整而產生較大之變動橫壓的時刻之橫壓(參照第4圖(b)和第3圖(b))。 In addition, when the transfer function G2 multiplied by the state amount of the estimated variable lateral pressure is the condition 4 larger than 0 (Fig. 6(b)), the average value of the lateral pressure is equal to the condition 2, However, it is possible to reduce the lateral pressure at the time when the transverse pressure is large due to the irregularity of the track (see FIGS. 4(b) and 3(b)).
相對於此,在將推定穩定橫壓和變動橫壓之狀態量所乘的傳遞函數G1、G2皆設為比0還大的條件5之情況下(第6圖(c)),與條件2相較,橫壓是大致一律降低,且也可以抑制變動橫壓(參照第4圖(c)和第3圖(b))。 On the other hand, when the transfer functions G1 and G2 multiplied by the state quantities of the estimated stable lateral pressure and the variable lateral pressure are both set to condition 5 larger than 0 (Fig. 6(c)), and condition 2 In contrast, the lateral pressure is substantially uniformly reduced, and the varying lateral pressure can also be suppressed (see FIGS. 4(c) and 3(b)).
亦即,在條件3至條件5之情況下,如第7圖所示,使產生於致動器的最大附加扭力,係大致相同。另一方面,如第8圖所示,橫壓之平均值,為條件3<條件5<條件4。橫壓之最大值,雖然有若干的差異,但是該差異為5%以下,可以視為大致同等。又,如第9圖所示,每一單位時間的附加扭力,係變成條件4<條件5<條件3。 That is, in the case of the conditions 3 to 5, as shown in Fig. 7, the maximum additional torque generated in the actuator is substantially the same. On the other hand, as shown in Fig. 8, the average value of the lateral pressure is Condition 3 < Condition 5 < Condition 4. Although there is a slight difference in the maximum value of the lateral pressure, the difference is 5% or less, and can be regarded as substantially equal. Further, as shown in Fig. 9, the additional torque per unit time becomes Condition 4 < Condition 5 < Condition 3.
因而,由於條件3至條件5係可以視為橫壓之最大值為大致同等,所以從提高曲線區間之行走最高速度的觀點來看,可明白:即便是在條件3至條件5當中的哪個控制條件中仍能獲得同等的工作效能。 Therefore, since the conditions 3 to 5 can be regarded as the maximum value of the lateral pressure being substantially equal, it can be understood from the viewpoint of increasing the maximum traveling speed of the curve section: even which of the conditions 3 to 5 is controlled The same work efficiency can still be obtained in the conditions.
在此,若是在可以將致動器之產生推力設定 為較大的條件下,則較重視車輪或軌道之磨損的抑制,並可認為抑制在通過一個曲線時產生的橫壓之平均值是有效的。在此情況下,較佳是可以將平均橫壓抑制在最低的條件3(參照第8圖)。另外,所謂可以將致動器之產生推力設定為較大的條件,係意指例如在應用氣動式致動器時,搭載於車輛側的空氣壓縮機之能力尚有餘裕的情況。或是,意指在應用電動式致動器時可以在能期待較高之散熱性的環境下使用的情況等。 Here, if the thrust can be set by the actuator In the case of a larger condition, emphasis is placed on the suppression of wear of the wheel or the track, and it is considered that it is effective to suppress the average value of the lateral pressure generated when passing through a curve. In this case, it is preferable to suppress the average lateral pressure to the lowest condition 3 (refer to Fig. 8). In addition, the condition that the thrust generated by the actuator can be set to a large value means that, for example, when the pneumatic actuator is applied, the capacity of the air compressor mounted on the vehicle side is sufficient. Alternatively, it means that it can be used in an environment where high heat dissipation can be expected when an electric actuator is applied.
反之,從條件方面考慮,在盡可能想抑制每一單位時間的致動器之附加扭力、換句話說致動器之產生推力的情況下,較佳是僅著重於變動橫壓之抑制的條件4(參照第9圖)。 On the contrary, from the viewpoint of conditions, in the case where it is desired to suppress the additional torque of the actuator per unit time as much as possible, in other words, the thrust generated by the actuator, it is preferable to focus only on the condition of the suppression of the variation of the lateral pressure. 4 (refer to Figure 9).
又,在附加扭力的條件方面,如條件5,係在曲線區間行走中藉由致動器來產生大致固定的推力,另一方面,在產生較大之變動橫壓的地點,係更能夠進行使致動器之推力在最大推力之範圍內增大的控制。 Further, in terms of the condition of the additional torque, such as condition 5, the actuator is used to generate a substantially constant thrust during the curve section walking, and on the other hand, it is more capable of generating a large varying lateral pressure. A control that increases the thrust of the actuator within the range of maximum thrust.
本發明當然不限於上述之實施例,只要是在各請求項所記載之技術思想的範圍內,毋庸置疑也可適當地變更實施形態。 The present invention is of course not limited to the above-described embodiments, and it is needless to say that the embodiments can be appropriately changed as long as they are within the scope of the technical idea described in each of the claims.
例如在上述行走模擬中,雖然是將鐵道車輛之形態假定為雙軸式轉向架車,但是因是在轉向架與車體之間設置致動器,故而不拘於軸數,即便是在車體與輪軸之間具有轉向架的轉向架車仍可以同樣地適用。 For example, in the above-described walking simulation, although the form of the railway vehicle is assumed to be a two-axle bogie, since the actuator is provided between the bogie and the vehicle body, it is not limited to the number of axles, even in the vehicle body. A bogie with a bogie between the axle and the axle can still be used equally.
又,在上述行走模擬中,係使用車體之偏搖 角速度、前轉向架與後轉向架之偏搖角速度、及車輛速度,作為用以推定穩定橫壓、變動橫壓的狀態量。然而,只要是可以推定穩定橫壓、變動橫壓,亦可使用輪軸、轉向架、車體之偏搖角或輪軸之偏搖角速度來替代前述狀態量。又,也可使用空氣彈簧之內壓、螺旋彈簧之上下位移、作用於將輪軸與轉向架框之間在前後方向予以結合的連桿之前後方向荷重、或是輪軸、轉向架、車體之左右方向位移、左右方向速度、左右方向加速度、及滾動角、滾動角速度、以及空氣彈簧高度的其中任一個。 Moreover, in the above-mentioned walking simulation, the deflection of the vehicle body is used. The angular velocity, the yaw rate of the front bogie and the rear bogie, and the vehicle speed are used as state quantities for estimating the stable lateral pressure and the varying transverse pressure. However, as long as the stable lateral pressure and the variable lateral pressure can be estimated, the wheel shaft, the bogie, the yaw angle of the vehicle body, or the yaw rate of the axle can be used instead of the state amount. Further, it is also possible to use the internal pressure of the air spring, the upward displacement of the coil spring, the front and rear direction load acting on the link connecting the wheel axle and the bogie frame in the front-rear direction, or the axle, the bogie, and the vehicle body. The left-right direction displacement, the left-right direction speed, the left-right direction acceleration, and the rolling angle, the rolling angular velocity, and the air spring height.
又,雖然上述行走模擬為在曲線區間行走時的模擬,但是也可以在直線區間行走時,抑制因為軌道不整而瞬間產生的變動橫壓。 Further, although the above-described walking simulation is a simulation when traveling in a curved section, it is also possible to suppress a varying lateral pressure that is instantaneously generated due to a track irregularity when traveling in a straight section.
G1‧‧‧穩定橫壓之傳遞函數 G1‧‧‧Transitive function of stable transverse pressure
G2‧‧‧變動橫壓之傳遞函數 G2‧‧‧Transitive function of variable transverse pressure
F‧‧‧朝向致動器的橫壓抑制用之輸出的合計 F‧‧‧Total output of the lateral pressure suppression for the actuator
F1‧‧‧朝向致動器的穩定橫壓抑制用之輸出 F1‧‧‧ Output for stable transverse pressure suppression of actuators
F2‧‧‧朝向致動器的變動橫壓抑制用之輸出 F2‧‧‧ Output for variable transverse pressure suppression of the actuator
FL‧‧‧變動橫壓控制輸入用參數 FL‧‧‧Change parameters for variable lateral pressure control input
ST‧‧‧穩定橫壓控制輸入用參數 ST‧‧‧Stability parameters for stable horizontal pressure control input
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JPWO2015030061A1 (en) | 2017-03-02 |
EP3040251A4 (en) | 2017-05-17 |
EP3040251A1 (en) | 2016-07-06 |
WO2015030061A1 (en) | 2015-03-05 |
JP6292237B2 (en) | 2018-03-14 |
JP2018012501A (en) | 2018-01-25 |
EP3040251B1 (en) | 2018-10-17 |
JP6436214B2 (en) | 2018-12-12 |
CN105492291B (en) | 2018-05-18 |
TWI558593B (en) | 2016-11-21 |
ES2706741T3 (en) | 2019-04-01 |
CN105492291A (en) | 2016-04-13 |
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